Cylinder head of internal-combustion engines



Oct. 30, 1945. F. YM. ASPIN 2,387,972

CYLINDER HEAD OF INTERNAL-COMBUSTION ENGINES Filed May 19, 1945 //v VENTOR Patented Oct. 30, 1945 CYLINDER. HEAD OF INTERNAL-COMBUS- TION ENGINES I Frank Meteali' Aspin, Bury, England Application May 19, 1943, Serial No. 487,614

. 1 Claim. This invention relates to internal combustion engines and is particularly, though not exclu-.

sively, applicable to engines of the kind having a rotary valve and constructed according to the specification of my earlier Patent No. 2,283,594.

The general principle of construction of a modern eflicient internal combustion engine includes a detachable cylinder head and overhead valves therein, and while this form of construction has known advantages the greatest disadvantages lie in the cylinder head joint with its inherent weakness and the elaborate and necessary system of holding-down bolts. In a multi-cylinder engine in particular, the accuracy of machining required and troubles such as distortion of the cylinder head and the care and skill required to get the cylinder head bedded down with uniform pressure distribution are all serious disadvantages.

The object of the invention is an improved construction oi. internal combustion engine in which the above mentioned disadvantages are substantially avoided.

In the accompanying drawing:

Fig. 1 is a sectional elevation 01' one example of the invention.

Fig. 2 is a similar view of a modified construction.

The example of the invention shown in Fig. 1 is one cylinder of a multi-cylinder-in-line engine of unit construction wherein the cylinder and the upper part of the crankcase (not shown) are in one piece. The cylinder I is bored in two diameters, i. c. with one diameter for the piston ll (shown in chain line), a larger diameter at 12 in an extension of the cylinder proper forming a recess at the cylinder head end. The cylinder is fitted with a cylinder liner l3 inserted from the outer end, and having an end flange l4 located against a shoulder formed in the said flange forming a ledge where the cylinder diameter of the cylinder bore changes for the socket, which is substantially at the end of travel of the piston l l. Such cylinder including its extension is cored at l5 for cooling fluid and extends a substantial distance above the shoulder aforesaid so as to form a deep recess in and integral with the end of each cylinder.

'A plug-like unit it is located in such recess having a securing flange I! at its upper end by which it is adapted to be bolted to the end of the cylinder, using suitable studs such as I8.

I Located between the said flange and the end of the cylinder extension is a compressible packing Ila. Each plug-like unit is an easy but good fit in its socket and at itslower end it has a groove In Great Britain May 27, 1942 to hold a gas-sealing ring I9, the fiange ll at the upper end of the cylinder liner l3 being formed with a complementary groove for the same purpose. The gas-sealing ring I! is of .greater thickness than the combined depths of the two grooves aforesaid. The plug-like unit 3 I6 is shaped to house a conical rotary valve 20 having an off-set combustion volume therein which volume is not shown but constructed according to my aforesaid earlier patent.

As will also be seen, the plug-like unit is shaped to house a bearing, 2| for the driving gear wheel 22, splined on the end of the valve member. A spring 23 holds the valve conical member into its complementary conical seating in the pluglike unit. Naturally the plug-like unit will have its port or ports, co-operating with the rotary valve member and in register with complementary ports in the end of the cylinder. A pin lid is provided to locate the plug-like unit against rotation.

As shown in Fig; 2 the cylinder may be air cooled by having cooling flns 24 instead of being cored as at IS in Fig. 1. Also, the cylinder is shown without a liner. The other parts of the construction which are the same as in Fig. 1 are given the same reference numerals.

In conclusion, it will be seen that the construction and machining of the cylinder and plug-like unit is simple. Each plug-like unit is seli-contained and self-located in its cylinder and the single jointing ring is simple besides being supported against blow-out because the good but easy fit of the plug-like unit supplements the resistance of the ring to momentary high internal pressures, such as occur in an internal oombus tion engine.

The invention is obviously not limited to'all the details oi construction 01' the example above described as modifications other than those shown in Fig. 2, may be made without departing from the nature of the invention.

What I claim is: I

An internal combustion engine comprising a cylinder having an extension provided with a cylindrical recess of larger diameter than the diameter of the cylinder bore forming a ledge at the junction of said two diameters, and provided in the ledge with a ring holding annular groove, a detachable cylinder head embodying a valve, and consisting of a plug-like unit fitting into said cylindrical recess, said unit being provided at the 'outer end with a securing flange and having a extension, the length of said unit up to said se- I curing flange relative to the depth of said recess being such that the unit may be tightened down onto said ring by said adjustable fastening means with the desired pressure, and a ring of material compressed between the securing flange and the extension of the cylinder.

FRANKMETCALFASPIN. 

